Device for automatically stopping trains.



No. 892,270. PATENTED JUNE 30, 1908. G. W. LANCASTER.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS APPLICATION FILED FEB. 25,1907.

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WHO mu No. 892,270. PATENTED JUNE 30, 1908. G. WQLANGASTBR. I DEVICE FORAUTOMATICALLY STOPPING TRAINS.

APPLIGATION TILED T11R25, 1907.

5 SHEETS-SHEET 2.

M akkozwugs No. 892,270. PATENTED JUNE 30, 1908.

G. W. LANCASTER.

DEVICE POR AUTOMATIGALLY STOPPING TRAINS.

APPLICATION FILED FEB. 25, 1907.

5 SHEETS-SHEET a.

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No. 892,270. PATENTED JUNE 30, 1908. G. W. LANCASTER.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

APPLIOATION FILED T313. 25. 1907.

. 5 SHEETSSHEET 4.

No. 892,270. PATENTED JUNE 30, 1908. G. W. LANCASTER.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

APPLICATION FILED r1112. 25. 1907.

6 SHEETE-SHEET 5.

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UNITED STATES PATENT OFFICE.

GEORGE W. LANCASTER, OF RIOHMuui). VIRGINIA.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

Specification of Letters Patent.

Patented June 30, 1908.

To cllwhom it maymoncern:

Be it known that I, GEORGE W. LANCAS- TER, a citizen of the UnitedStates, residing at Richmond, in the county of Henrico and State ofVirginia, have invented certain new and useful Improvements in Devicesfor Automatically Stopping Trains; and I do hereby declare the followingto be a full, clear, and exact description of the invention, such aswill enable others skilled in the art to which it a )pertains to makeand use the same.

his invention relates to a device for automatically sto ping trains andparticularly to trips locate along the tracks at redeterinined distancesand means secure( to a train and adapted to come in contact with thetrip and be operated thereby.

The invention comprises the production of a trip mechanism that is to bethrown into or out of operation by the same mechanism that operates theordinary signals and semaphores and means connected therewith mountedupon the train for placing on the brakes of the train.

The object in view is the production of a trip mechanism positionedalong the track and means mounted on a trainand adapted to be operatedfor throwing on the brakes of the tram when the trip mechanism is inoperative position.

Another object in view is a trip mechanism mounted near the track andmeans adapted to be operated by the trip mechanism i or throwing thebrakes on and moans-for operating said mechanism when the sema hores areoperated.

With these and ot icr objects in view the invention comprises certainother novel constructions, combinations and arrangements of parts aswill be hereinafter more fully de scribed and claimed.

in the accompanying is a side elevation of a trip mechanism and meansoperated thereby carried by the train, formed according to the presentinvention. a perspective view of'a'trip mechdrawings :Figure 1 Fig.- 2is anism formed according to the present insemaphore connectedtherewith. Fig. 3 is a perspective view of a trip mechanism forming partof the present invention in its lowered or inoperative position togetherwith a semaphore and connecting mechanism, the semaphore being shown atcaution. Fig. 4 is a perspective view of a tripping mechanism showing itin its lowered or inoperative position, and a semaphore at valvemechanism secured to the part of a semaphore In the safety being shownin connection therewith. ig. 5 is a section of Fig. 4 on line 5-5. Fig.6 is a side elevation of a tri ping mechanism constructed according totie resent inven tion and a slightly modified f drm of means secured tothe train that is operated by the tri Fig. 7 is a top plan view of anengineer s valve and connecting mechanism. Fig. -8 is a slightlymodified form of means connecting the semaphore with the trip ingmechanism. Fig. 9 is a cross sectiona view through a track havingadapted to be secured thereto a modified form of my invention. Fig. 10is a cross section throu h a track havin a slightly modified form of thetripping mechanism mounted thereon, and a car and mechanism securedthereto adapted to be operated by the tripping mechanism. Fig. 11 is aside elevation of the tripping mechanism shown in Fig. 9 together withmechanism secured to a train that is adapted to be operated by the tripas the train passes thereover. Fig. 12 is an enlarged detail sideelevation of a modified' form of tripping mechanism. Fig. 13 is a train.Fig. 14 is a side elevation of the valve shown in Fig. 13. Fig. 15 is abottom lan view of the valve mechanism shown in 1 13. Fig. 16 is adetail, sectional view througi showing locked means therefor.

In block signal systemsit has been custom- Jary to operate semaphores atpredetermined distances along the entire system of tracks and providetherefore mechanism that the cars will operate for automaticallythrowing to danger the semaphores in case the block ahead is occupied.

The present invention is adapted to be applied either to automaticallyor manually operative systems with equal advanta e.

description herewith of the present 1nvention the term semaphore isintended to mean a semaphore that may be either operated manually orautomatically.

Referring more particularly to the drawings 1 indicates the rails of atrack and 2 a semaphore arm. The present invention is designed to beused in connection with a semaphore that is adapted to have the arm 2locked in position when thrown to danger so that the mechanism connectedWiththe semaphore cannot he accidentally moved to safety withoutunlocking the semaphore. Any desired locking means may be used. but

mechanism mounted and is adapted to rotate' 7 against the sleeve 4, thuscausing I its current.

adapted tobe. attracted by magnet 10.-

When the semaphore arm 2 is at danger a current of electricity keepsenergized magnet 10, which in turn holds armature 9 in contacttherewith. This will hold the locking means ug 5 to engage notch 6. Fromthis itw1ll be ob servedthat shaft 3 carrying arm 2 cannot ro-' tateuntil .magnet 10 has been deprived I of When the train, in case of theautomatic system, or the switchman in case of the tower system deprivesthe magnet 10 of current, the locking member is dropped to the dottedposition shown in Fig. 16. By

- this it would be evident that when the -locking member 7 is in thisposition the lug 5 will be disengaged from slot 6 and will permit arm 2to be moved either to safety orv to caution.

Connected to shaft 3 Fig. 2 is a sprocket 11 which is adapted to carry achain 12. Chain 12 engages at the lower end a sprocket 13 which hassecured thereto a disk 14. Disk- 14 operates substantially as a crank,and if desirable a crank may be substituted there-' for as may beevident. Secured to disks 14 at 15 is a link 16 which is adapted toreach from pivot point 15. toa crank 17. Link 16 is pivoted at 18to'crank 17 was to partially rotate shaft 19.which is rigidly secured tocrank 17. It will be observed from Fig. 2 that when lin'k 16is at a deadcenter with respect to disk 1.4 that crank 17 is off the center so as topermit shaft 19 to be rotated upon movement of link 16. a When the semapore is moved for raising arm 2 to.caution, pivot point 15 will berotated to the position shown in Fig. 3 and when arm 2 is thrown into asafety. position pivot point 15 will be rotatedto the position shown inFig. 4. It

will be observed that disk 14 only'makes a partial rotation and that arm2 passes danger in order to reach safety or cautlon.

Connected to shaft 19 or formed inte al therewith are crank members20-20. The arms or crank members 20-20 are provided with stub shafts orpins 2121 for operating inslots 2222 formed inthe pivotallymount-' edmembers or arms 23-23. The members or arms 2323 arepivotally mounted onshaft 24 and have formed on the outer end thereon lugs or extensions25-25 that move in an arc of a circle struck from the center of ashaft24.

stantially a reciprocating movement, that is, a movement for raisingthem above rails 1 and again lowering them to said rails; Stub shafts ofthe arms or pivotal members 23-23 for raising and lowering the outer endof the lugs 2525. As the shaft 19 does not rotate en-- tirely around,but gives only aback and forth or oscillatory movement, the arms orcranks 2020 are simply moved the distance of a uadrant by thereciprocating movement of t e link 16. When the arm 2 is in a dangerposition as seen in Fig. 2 theshaft 19 is esseen in Fig. 1. When in thisposition the lugs 2525 are in their uppermost or operative position, andare adapted to operate a 'valve 26 secured to the engine of a trainpassing thereover. If desired the valve 26 may be placed upon any of thecars of the'train without departing from the spirit of the presentinvention. Valve 26 is connected tothe main air pipe which in turn isconnected to the air brakes of the train so that when arm 27 of valve 26strikes lug 25, valve ,26 will be opened andair will be permitted toescape from the air brake system and consequently apply the brakes. beenopened for permitting the escape of the air from the brakes it willremain 0 en until manually closed. From this-it wi be evident that whenthe lever or arm 27 is rotated by-lug25 and valve 26 is opened thebrakes will be applied and the main air pipe of the brake system will beheld open- As long as the valve 26 is open the brakes will notbereleased as it will be impossible to apvalve 26. 'In order to releasethe brakes it will be necessary to close valve 26 and then permit themechanism on the engine to fill the brake cylinders in the usual way.After the brakes are thus released the train may proceed or not ascircumstances may dictate. Whether'the train proceeds or remains stationary after the brakes have been applied and then released will notaffect in the least the position of the tripping arm or pivotallymounted members 23 -23. These arms or members together with theprojection 25 will remain up until the semaphore arm 2 has been thrownto safety or caution. The throwing of the arm 2 to caution or safety isthe track is clear or by manually operative means in any usual or wellknown way, the same not forming apart of the present invention. I

; In the drawings; the tri or pivotally. mounted members 23 are s own asbeingcillated or rocked so as to move cranks 20-20 to their upperordanger position as clearlyaccomplished by automatic mechanism when-21-21 are adapted tomove in slots 2'222 When the valve 26 has evidentthat one mechanism could be used. The use of two tripping members simplyallows the valve 26 to be placed in a certain position upon all of theengines that are designed to pass over the rails 1 so that the lever 27connected to valve 26 will be operated regardless of the direction ofthe engine. If one trip-were used the same would be placed centerly ofthe track for engaging the ever 27 as the same passes thereover.

As shown in Fig. 1 a valve of any preferred construction may be used,but I preferably use a valve constructed as shown in Figs. 13, 14 and15. Referring more particularly to Figs. 13, 14 and 15, 28 indicates thepipe leading to the main air pipe. Pi)e 28 is screw-threaded at 29 andhas placed thereon a cap 30. Cap 39 has formed thereon a threaded offsetportion 31 which is designed to receive a second cap 32. Cap is formedwith a bottom 33 which is provided with an aperture 34. Pivotallymounted in ca 32 is a member 35 constructed somewhat in the manner of ashutter and is adapted to rotate in cap 32. The shutter or rotating disk35 is provided with an aperture 36 formed similar 'to escape from pipe29.

to aperture 34. An arm 37 is formed integral with or rigidly secured todisk 35. The arm 37 is adapted to project through a slot 38 in cap 32and move back and forth therein. The arm or bar 37 is adapted to rotatedisk 35 so as to make aperture 36 register with aperture 34 forpermitting ai'r When this form of valve is used it is placed similarlyto valve 26,

, but preferably has pipe 28 extending directly to main air pipe 39.Suitable braces of any preferred kind may be used to hold the pipe 28 inposition when the engine passes over lug 25 and arm 37 strikes lug 25.As the engine continues to move the disk 35 will be rotated sufficientlyto cause apertures 34 and 36 to register. This will open the air pipe 39and set the brakes.

In Fig. 8 will be seen a slightly modified form of means for connectingthe semaphore with shaft 19. Instead of using sprocket wheel 11 andchain 12 and connecting mechanism a crank 40 is rigidly secured to theshaft 3 of the semaphore to the outer end of which is pivoted a link 41.It will be observed that when arm 2 is moved link 41 will bereciprocated and consequently will oscillate shaft 19. Y

In Figs. 6 and 7 will be seen a slightly modified form of mechanism forapplying the air brakes. iteferring more particularly to the figuresjust mentioned, 42 is the engineers valve for controlling the brakes and43 is a lever for controlling the valve 42. Secured to the lever 43 orformed integral therewith isa segmental rack 44. A gear 45 meshes withrack 44 and has secured thereto a shaft 46 which is held in position inbearings 47 and 48; Bar or shaft 46 is formed at its lower end with anarm 49 and in operative position. The same is placed at a substantiallyright angle to the main portion of the bar so as to contact with lug.25when the same is raised to danger. When the engine carrying valve 42and shaft 46 and surroundmg mechanism passes lug 25 arm 49 comes 1ncontact therewith and Wlll be moved thereby.

The movement of arm 49 will partially rotate shaft 46 which in turn willrotate gear 45 and track and arm 49 will engage lug 25 when 30 same israised and if not raised. arm 49 will remain in operative position with.valve 42 closed and brake of train unapplied. When lug 25 is raisedandv arm 49 and shaft 46 are rotated lever 43 is partially rotated andopens valve 42 which apply the brakes of the train. After the brakeshave been applied the engineer may release them by simply revolvinglever43 back to its normal position andthis will close valve 42 andallow the air pump of the engine to refill the brake cylinders.

Referring more particularly to Figs. 9, v19,

11 and 12 there Wlll be seen a slightly modified form of the trippingmechanism. lieferring more particu arly to the modification justmentioned 50 is a trip pivotal ly mounted to a supporting neniber 51.Trip 59 is provided with a contact member 52 and a rack 53 which isadapted to engage a gear 54.

Gear 54 is secured to a shaft 55 which is adapted to be operated by agear 56 engaging rack 57 which in turn is operated by a semaphore 58.The semaphore 58 is of any usual or preferred construction but pivotedwith a sprocket wheel 59 for moving a chain 60 which has secured to itslower ends a pivotally mounted bar 61. Bar 61 is pivotally mounted at 62so tat when chain 60 is propelled by the sprocket 59 bar 61 will beoscilated and in turn reciprocate rodor link 63 that is connected torack 57. A clamp 60 surrounds and grips a shaft 61 to which arm 58 isrigidly secured. Clamp 60 has secured thereto in any desire 'vay, as,for instance,

by clamping between the parts thereof, a de pending arm 62 that isprovided with a weight 63. Weight 63 acting through arm 62 will give thesemaphore arm 58 a continuous tendency to remain at the danger positionand will only be removed therefrom when properly unlocked and operated.The semaphore 58 may be provided with locking means of any preferredconstruction, but I preferably employ locking means as shown in Fig. 16.

more 58 is locked when at danger, but not locked when at caution or atsafety. iVhen the semaphore 58 is moved it will communicate motion totrip 50, but when the arm of the semaphore 50 is at danger it will be130 It will be observed that semalocked and the track member 52 willalso be locked. I have shown only one trip 50, but

it will be evidentthat more than one may be used and that the positionof the same will be :5; varied according to the various circumstances asmay be necessary. Trip 52 is adapted to engage an arm 37 as shown inFigs. and

4 11. When arm 37 engages trip 50 it will be rotated and cause apertures34 and 36 to 10. register. Thiswill permit the air to escape from thebrake system which will in turn permit. the brakes to be applied. Thetrip member 52 isrigidly held-in a vertical pos1- tion when semaphore 58is at danger by reason that semaphore 58 is locked when at danger andconsequently trip50 and mechanism connecting the same with'the semaphorewill be held against movement. This will prevent arm 37 from forcingtrip member 52 into a lowered position rather than being rotatedthereby. It will be observed that when semaphore 58 is at danger thattrack member 52 is in a vertical position and that when semaphore 58 isat safety contact member 50 is on a substantially horizontal plane onone side of shaft 55 and is moved to a substantially horizontal plane onthe oppo site side ofshaft 55 ,when the semaphore 58 is moved tocaution.

By the use of trips formed according to the present invention connectedto the various semaphores positioned along the track and operated by thesame mechanism that operates the semaphores, means are provided thatwill automatically stop the train whether the engineer sees the signalsor not. Itwill be observed'that the trip mechanism is operated at thesame time as the signals or semaphores and by mechanism connected 40thereto. This obviates the necessity of putting in new systems andvarious means for operating the trips as the train asses over the track.'Where the system 0 automatic signals thrown to caution and danger inthe face of the train is used the present invention is adapted toworkywith great advantage. The automatic moving of the various signalsto danger will also at the same time automatically move the tripmechanism in a position for-operating the brakes-of the train asthe samepasses the signals.

The present invention is designed preferably to be used upon a systemwhere the trains as they move over the track will automatically throwthe signals to danger in case of obstructions ahead so that when thesemaphore is thrown to danger by the automatic means already used on thesystem, the pres-- ent invention will be operated thereby.

When the present invention is used upon a system WhlCh willautomatically throw to danger the semaphore u on the a proach of thetrain, it will, upon t e semap ore going to danger, be automatically setinto operafor tive position for stopping the train so that not only isthere a visual signal for the engi neer, but means for positivelystopping the train even against the wishes of the engineer.

'What I claim is:

'1. A device of the character described comprising pivotally mountedtrips, means artially rotating said trips, means operated by a semaphorefor moving said trip rotating means, and longitudinally operated meansfor locking said trips in o erative po-' sition, said means comprising aug projecting from said rotating member, a rotating member, a grippingmember formed with a notch partially encircling said rotating memher,said lug being adapted to engagesaid notch, an. electric magnet, andmeans controlled by said semaphore for causing said lug to engage saidnotch.

2. In a device of the character described, a trip, means rotated by themovement of a semaphore for raising and lowering said trip, meansmounted on a train adapted to be operated for applying brakes to saidtrain, said means comprising a tube connected with the air brake pipes,a ca removably secured to said pipes and former with an opening therein,a disk-shaped member pivotally secured to the end of said cap andadapted to normally close the o )ening in said cap, said diskshapedmember eing formed with an aperture for registering with the opening ofsaid cap, a handle'for engaging said trip and adapted to be moved andthereby moving said disk-shaped member for bringing the opening formedtherein in registry with the '100 opening formed in said cap, and'anauxiliary cap removably secured to said first mentioned cap and arrangedto hold said disk-shaped member against the end of said .first'men-'tioned cap, said second mentioned, capbeing formed with a slot foraccommodating the movement of said handle.

3.- A device of the character described, comprising trips, mechanismdesigned to engage said trips mounted upon a car, air brake 1 10 valvesoperated by said mechanism, a semaphore for operating the said trips anda lock or looking said semaphore at danger, said lock comprisingapivotally mounted -memberformed with a notch therein, a sleeve andcatch secured to said sleeve and adapted to engage said notch, and anelectricalmagnet designed to move said pivotally mounted member forbringing said notch into engagement with said catch when said semaphoreis thrown to danger.

In testimony whereof- I afliir my signature in presence of twowitnesses.

GEORGE LANCASTER. esses: IsAnoa SHAPLRo, ROBERT ALSHEPPARD.

